Railway switch



3 Sheets-Sheet 1 M. s. HOUSKEN RAILWAY swncu Filed April 16,

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gmwntoz MCI/AEL 5. Haas/rs K Y a I a NOV. 23 1926.

M.S.HOUSKEN RAILWAY SWITCH Filed April 16, 1925 S Sheets-Sheet 2 v g Q mm NN QNRN 0x N. 9v

Nov. 23

M. S. HOUSKEN RAILWAY SWITCH Filed April 16, 1925 3 Sheets-Sheet 3 gwuento'o Mama 5. f/aszrnv Patented Nov. 23, 1926.

U Ni T E STATES BAI-LVJ'AY S'XVITCE.

Application filediApril 16, 1925. Serial No. 23,608;

The invention, relates generally to improvements in railway track construction. More particulariy the invention has to do with the rail elements included in switches, frogs, crossovers, and the like.

The general object of the invention is to provide increasing the stability and durability of switches, frogs and the like without adding to the complexity, material and installation costs of the structures. In fact the present invention is so constructed and designed that, its use greatly simplifies such construction, materially reduces installation and maintenance costs and, at the same time, actually increases the effectiveness of switch structures from the standpoint of safety.

The above and other objects are accomplished by instrumentalities pointed out in the followingspecification.

The invention is clearly defined in the claims.

A satisfactory embodiment of the inventi'on. is illustrated in the accoinpanyingdrawings forming part of the specification and in which c Figure 1 is a plan view of an embodiment of my invention showing the same in use in connection with a switch frog.

Figure 2 is a detail cross section on the line 22oi Figure 1. r

Figure 3 is a view similar to- Figure 2 on the line 33 of Figure 1.

Figure 4 is a view similar to Figure 3 on the line l-L of Figure 1.

Figure 5 is a detail side elevation of one end portion of the movable rail member.

Figure 6 is a bottom plan view of Figure 5.

Figure 7 is a plan View of'a turnout switch constructed in accordance with'my invention; I

Figure 8 is a cross section on the line 88' of Figure 7;

Figure 9 is a cross section on the line 9-9 of Figure 7 Figure 10 is a cross sectionon the line 1010 of Figure 7, with the parts in one position ofad-justment, and

Figurell is a view similar to Figure 10, showing the parts in another position ofadjustment. i V

In carrying out the present invention in connection with frog, as; shown in Figure 1, the use of switch points, guard rails,

flangewa-ys is eliminated, and .I have substituted therefor the elements of an ordinary sections 5 and- 6 of the main track, for in stance, and the ends of the sections 7 8 oi' the crossing track, and in this, positi' 1 it is held against displacement by creeping of the track sections 5, 6, 7' and 8, or by the expansion or contraction of these members, by means or", a tie Z) which extends across the space between the ends of the rail sec tions. The tie b is formed of metal and its endportions are fixedly secured tov the rail. sections so that these are in eil'ec' rigidly connected one to the other into a-coinparatively integralstructure. In order to accomplish the aforesaid result, the tie Z may be constructed in various forms according-to the type or location 01? track in which the frog a isto be employed. For purposes of illustration I have shown the tie b as comprising two metallic lengths 9 and 10 arranged on the remote sides of the sections 5, 6, 7 and 8, and extending over the crossties 11 to which they are connected in any preferred manner as by plates 12 bolted or spiked to they ties as indicated by 13 and secured to the outwardly extending base portions lt of the ties by rivets or their equiv alents 15. The upright side portions 16 of the ties extend upwardly to the underside of the heads of the rail'sections and'to points a trifle below the head of the stub frog and are bolted to the web 17 of the rail sections by bolts, one of which is shown in Figure 2 and indicated by 18, which bolts are secured by the usual nuts 19-. The stub frog a is pivotally connected at its central portion to the tie Z) by a pivot pin 20 which passes through an elongated opening in the web 21 of the stub'trog and through the upright side portions 16 of the tie, as clearly shown in Figure 4e, An enlargement 22 at the middle portion of pin 20 permits oi securing the parts together by-nieans of the nuts 23 without danger of clamping the stub frog between the upright portions 16 to a degree that would result in binding. It will be noted that the lengths 10 slope inwardly from their opposite, end portions so as to permit of bracing the stub frog at its pivotal.

point as shown in Figure 4. The upright portions 16 between the ends of the rail sections are connected together by bolts 24 which pass through slots in the web of the stub frog a and the nuts 25 screwed on the opposite ends of the bolts 24 serve to tighten these. Sleeves n6 which surround the pins and bear on the upright portions 16 operate to prevent distortion of the upright portions in the operation of tightening the nuts. The opposite end portions of stub frog 0 are sloped inwardly, as indicated by 27 in Figures 5 and 6. With this construction any elongation which may occur in the stub frog a, and manifest itself in the form of a burr at the ends of the head 28 or a defect in manufacture of the base 29, either of which would interrupt free swinging movement of the stub frog, will be prevented. The angular shaped guard plates 30 and 31 which are secured to the web 32 of the stub frog a are movable therewithj These members are formed of sheet metal and their horizontal side portions extend laterally out-ward through the intervening space between the head and the upper ends of the upright portions 16 of the tie. By referring to Figure 1, it will be noted that the horizontal side portions 32 conform to the diagonally opposed tapered spaces or pockets 33 which are presented between the stub frog a and the diagonally opposed upright side portions 16 when the stub frog a is in either of its a'd justed positions with respect to the ends of the track sections 5, 6, 7 and 8. With this construction, it will be seen that the afore said pockets 33 are closed by the portions 32 which operate to effectively prevent the entrance to the pockets of foreign substances such as snow, roadbed material, objects fall ing from passing cars, and the like, which would operate to prevent swinging move ment of the frog a. The usual heel blocks 34 are interposed between the end portions of the sections 5, 6, 7 and 8, and are connected to the rail sections and to the tie by the bolts 18.

In Figure 7, the device of this invention is shown as used in connection with an ordinary switch. For purposes of illustration, I have shown the tie bars 35 as being I arranged on the outer sides of the rails 36 of the main track and connected thereto by bolts. The end portions of the tie bars on the left of Figure 1, are provided with fish plates 37 and the heel blocks 38 are interposed between the end portions of the main line 36 and turnout rails 39. The guard plates 40 are similar in construction to the guard plates 30 and are constructed and arranged so as to extend over and enclose pockets 41 which exist between the tie bars 35 and the track sections 42 and 43 of the stub switch, when the same is in either of its adjusted positions with respect to the main line and turnout rails 36 and 39. It will be noted by reference to Figures 10 and 11 that the tie bars 35 may be formed of sections of old tract: rail of less height than the track sections 36 and 39. Tu fact the tie bars in the form of the invention as shown and described, in be formed of ma terial of any suitalne t e.

From the foregoing, it will be observed that the present construction contei'nplates the satisfactory use of both a stub switch and a stub frog without the attendant defects that haveheretofore existed in th use of stub switches and frogs and which were lar 'el instrumental in discardin the stub t) D switch and stub frog from the practice'of modern railway track cons ruction. Tt will be noted that the stub rail sections constituting the switch or frog of this i vention, are of uniform strength lengths as distinguished from structures wherein the sections are tapered and,at the same time, the dangerous facing points had with tapered sections, are eliminated. The tie bars by their construction and arrangement positively prevent creeping of the track sections with respect to the stub switch or frogsections. It will be further noted that the guard plates in addition to functioning as closuresfor the pockets'33 and 41, operate to increase the transverse strength of the stub railseotions and also increase resistance to overturning thereof on account of the bear afforded for these by the tie bars. It Wlll be further noted that the adoption of the stub rails eliminates the use of risers now required in point switches to raise the overhan s of the wheels over stool: rails; therefore, and on account of the tread surfaces of the stub frog or stub switch being in a plane with the surface of the tracl:

rails, easier and more noiseless riding will be had.

In the form shown in Figures 10 and 11, a lock is provided for securing the rails 42 and 43 of the stub switch in any of their adjusted positions. The lock shaft 44 is carried by the switch rails 42 and 43, as shown in Figures 10 and 11. Suitable bearings 45 depending from the switch or stub sections are provided for .ipporting the loci: shaft 44 and permitting the rotation thereof when turned by the usual operating ha not shown. At suitable spaced intervals the lock shaft is provided with radial ex ensions 46 of a length conforming to the tr erse lengths at the bases ofthe pockets 03 and 41 and thereby engage with the base portion of oneof the'stub switch railsections and the adjacent tie bar so as to positively pre vent lateral movement or displacement the parts. Referring to Figure 10. it will. be noted that the extensionfifi on the right engages the tie bar 35 and the switch secuon 42- and, at the same time, one of a pair of throughout their I extensions, 4;? arranged opposite to the extensions 46 engages the tie bar 3.5 on the opposite side of the switch.. In Figure 11 the lock shaft it is turned: into the reverse position and also the stub switch rails and here the extension 46 on the left andthe extensionv M on the right operate on. their respec.-

'to' a bracket 49 carried by the guard plate is employed for shifting the frog. Any of the common forms of instrmnentalities may be employed for operating the throw-rod and the lock shaft to operate from one operation of the switch lever, not shown.

Although I have shown and described one embodiment of my invention, it is to be understood that the same is susceptible of various changes; and I reserve the right to employ such as may come within the scope of the appended claims.

I claim:

1. In a railway switch the combination of a pair of stationary track rails arranged in endwise spaced relation, a laterally adjustable switch rail interposed between said stationary track rails and movable into and out of alinement therewith, a rigid tie bar extending in the direction of the length of the space between said stationary rails and offset from the longitudinal planes of the treads of said rails, and means immovably securing the opposite ends of the tie bar and the adjacent ends of the stationary rails one to the other whereby variation is prevented in the length of the space between said stationary rails and a stop provided for limiting the movement of the switch rail.

2. In a railway switch, the combination of a pair of stationary track rails arranged in endwise spaced relation, a turn-out track rail disposed alongside of one of said sta tionary track rails, a laterally adjustable switch rail interposed between said station ary track rails and movable into aline ment therewith and into alinement with the turnout rail, a rigid tie bar extending in the direction of the length of the space between said stationary rails and having an end portion offset from the longitudinal planes of the treads of said rails, and means immovably securing the opposite ends of the tie bar and the adjacent ends of the stationary rails one to the other, whereby variation is prevented in the length of the space between said stationary rails, and a stop provided for limiting the movement of the switch rail.

3. In a railway switch, the combination of a pair of stationary track rails arranged in endwise spaced relation, a turn-out track rail disposed alongside of one of said stationary track rails, anadjustable switch rail interposed between said: stationary track rails and movable into alinement therewith and into alinementwith the turn-out rail, a rigid tie bar extending infithe direction of the space between said stationary rails and having-an end portion offset.outwardlyfrom the longitudinal planes of the treads of the stationary rails, and means immovably securwebs of the stationary and turn-out rails one to the other, whereby variation is prevented in the length of the space between said stationary rails and a stop provided for limiting the movement of the switch rail.

4. In a railway switch, the combination of a pair ofstationary track rails arranged in endwise spaced relation, a pair of stationary turn -out track rails disposed alongside the first named rails and also arranged in endwise spaced relation, switch rail adj-astably secured in the space between the ends of all of said rails, a pair of rigid tie bars extending in the direction of the length of the said'space and ofiset outwardly from the longitudinal planes of the threads of the said rails, and means immovably securing the opposite ends of the tie bars to the adjacent ends of all of said rails, whereby variation is prevented in the space between said stationary rails and stops provided for limiting the movements of the switch rail.

5. In a railway switch the combination of a pair of stationary track rails arranged in endwise spaced relation, a pair of stationary turn-out track rails disposed alongside the first named rails and also arranged in endwise spaced relation, a rigid tie bar, a switch rail disposed in the space between the adjacent ends of all of said rails and pivotally connected to the tie bar, the said tie bar extending in the direction of the length of the space between the adjacent ends of said rails and having its opposite ends rigidly secured to the webs of the stationary and the turnout rails whereby variation in the length of the space between all of said rails is prevented.

6, In a railway switch, the combination of a pair of stationary track rails arranged in endwise spaced relation, a turnout track rail disposed alongside of one of said stationary track rails, an adjustable switch rail interposed between said stationary track rails and movable into alinement therewith and into alinement with the turnout rail, and a rigid tie bar disposed alongside the switch rail and disposed in spaced relation thereto and connected to all of said track rails and a guard plate disposed over the space between the switch rail and the tie bar.

7. In a railway switch, the combination of a pair of stationary track rails arranged in endwise spaced relation, a turnout track ing the opposite ends of the tie bar and the rails and movable into alineinent therewith and into alinenient with the turnout rail, and a rigidtie bar disposed alongside the switch rail and disposed in spaced relation thereto and connected to all of said track rails and a guard plate carried by the switch rail and 'lnovable therewith and extending over the space between the switch rail and the tie bar. I 1 1 8. In a railway switch, the combination of a pair of stationary track railsfarranged in endwise spaced relation, a turnout track rail disposed alongside of one of said stationary track rails, an adjustableswitch rail disposed between said pair of stationary track rails and movable into alineinent with these and into alineinent with the turnout rail, a rigid tie bar connected at its opposite ends to the said stationary track sections and disposed in spaced relation to the switch rail and a movable locking device adapted to engage the switch rail and the tie bar in the space therebetween.

9. In a railway switch, the combination of a pair of stationary track rails arranged in endwise spaced relation, a turnout track rail disposed alongside of one of said stationary track rails, an adjustable switch rail disposed between said pair of stationary track rails and movable into alineinent with these and into alineinent with the turnout rail, a rigid tie bar connected at its opposite ends to the said stationary track sections and disposed in spaced relation to the switch rail and a. movable locking'device adapted to engage the switch rail and the tie bar in the space therebetween when the switcn rail is'in one of its adjusted'positions and furtheradapted to engage the tie bar only when the switch rail is in another of its adjusted positions. 7

MICHAEL S. HOUSKEI'L 

